Internal-combustion engine.



0. MBTZENMAYER. INTERNAL GOMBUSTION ENC-INE.

APPLOATION FILED MAR. 4, 1907.

.Patented Mar. 18, 1913l 2 SEEETS-SHBET l.

W//Wj l maken Patented Mar. 18, 1913.

2 SHEETS-SHEET 2.

0. LIETZENMAYBR.

INTERNAL GOMBUSTION ENGINE. APBMGATION FILED MAR. 4, 1907.

UNITED sTATEs PATENT oEEIoE.

-oTTo LIETZENMAYER, or MUNICH, GERMANY.

' INTERNAL-COMBUSTION ENGINE.

To all whom, t my concern:

Be it known that I, O'i'ro LIETzENMayER, subject of the King of I ing at Munich, Ba\-'aria, Germany, have 1nvented certain new. and useful ments in Internal-Combustion Engines; and l do hereby declare the following to be4 a full,'clear, and exact description of the invention, such as will'enable-others skilled in the art to which it appertai'ns to make and use the same.

The present invention relates to internal combustion-engines.

The object of the inventionis to provide such engines with fuel finjecting devices in which the amount of fuel injected can be regulated .and in which 'a simple manipulation ofthe-'injecting device will .enable the same to serve also forstarting the engine with compressed air.

Another objectof 'tl1e`in'vention is to facilitate the removal of one njcctor, in the case where a plurality of suoliA injectors are employed for' one engine, without stopping the engine.

Still another object of the invention is to provide means whereby '-a plurality of engines forming a compound engine may be fed with fuel at the proper times by ,the

action of a single source of compressedair. With these objects 1n view my lnventlon in its preferredembodiment comprises the' means and combinationsof parts to be here' in below described and to be 'particularly pointed out in the claims. '1

In the drawings: Figure 1 is a dtail sec-' tional view of one embodiment of my invention; Fig. 2, a s'imilar view of a modified form of fuel supplying device;Fig. 3, a

similar view of another embodiment of the invention; Fig. 4, a sectional view of a multiple cylinder' engine showing the manner of applying' my invention thereto; Fig. 4a`is`a cross-section of the valve-chest shown in Fig. 4.' Fig.. 5, a-similarview of another 'modificatiom Fig. 6 is a-vertical cross-sec? Referring to Fig-1 of the drawings, A ,is the piston of an engine, to be a four-cycle engine. The pistondraws in air on its first-downward stroke through the usual inlet valve and compresses this on lits iirst'upward stroke to the temperature of.

ignition. At the upper dead point, whic is `the'mornent of highest compresslon, the

Wurttemberg, resid- Improvein this case assumed' introduction of the fuel spray occurs and lthereby the combustion of the mixture takes f working chamber at the moment of highest compression. In the particular embodiment of the'invention here shown thepump receives a supply of compressed air from the working chamber through the passage b, said passage being closed when the pist-on B passes the' same atthe end oftheI compression s trokeof the main piston A, the air thus trapped in the pump'cylinder b being further compressd to the desired extent toproduce a super-compression for Ainjecting the fuel into the working chamber. This supercompressed air for its supply from 'the outer air'.

The fuel is fed throughthe pipe C into a suitable receptacle or chamber, as 'for exam- P e, In this-pan it is prepared for combustion by the heat of compression and at the moment of ignition is injected into the combustion spraying, of course, can.v be furnished by.a separate air pump'taking Specification of Letters Patent.4 Patented Bilal'. 1.8, Application led March 4, 1907. Serial No. 360,455. v l

pump B, Fig. l, serves for the a'pan D, prior to the compression stroke.

chamber through the duct al by means of the super-compressed ail` from the pump chamber b The moment of injection, which'is identical with the moment of ignition is precisely determined by the air valve E.

By the separate arrangemenrfof the air valve E and the fuel supplying n D and Vduct d, it is possible) without iiiiculty to cont-rol several fuel-supplying means from one valvel and thereby to so construct the fuel-supplying devices that they may be removed from the engine o ne at a time for purpose .of inspection, cleaning and repair without opening the working cylinder, and even while the engine -is in operation.

One method of arranging the fuel-supply- I ing means or injector whereby the above# mentioned results, thatvis the cutting o .of communication -between'thefuel injector and the working chamber ofthe cylinder, may be obtained "is illustrated in Fig. 2. In' this examplehthe injector device, F, for supplying fuel is mounted within a shell F formed as a cock and providedf wi,t,li4 a handle f 'wherebv said shell may be turned'from the outside during the operation .of the engine, to shift' the mouth f of the fuel inlet Aaway from the passage d leadinginto the working chamber of the cylinder A. Thereupon by unscrewing the collar f2 fromthe cylindrical shell F the injector device maybe removedf'ifor cleaning during the operation ofthe engine.

The shell F, asv will be seen from the draw"` ing, is littedinto a-cylindrical or ,slightly conical sheath or casing A2 formingipart of -the' head vof cylinder .-\.s Itis held against displacement therein, but so as tolenable-it to be turned. as above stated, by a screw-e threaded collar or thimble j, threaded into said sheath Af and bearing-against a sbonk;-

-i eration of the engine, whereby the injector lnay serve also'as a means for starting the engine'withcon'iprcssed air. '.\.n apparatus 'from a common controlling means.

'arranged for this purpose could work for example' as followsz'At starting, the petroleum or other fuel, which ordinarily would pass through the duct (7 into the in-` jector space I, is shut oil'. The compressed air for starting the engine passes through the duct lz to the injector, and the shell F is turned in suc-h -a manner as to bring the' passage f3 into register with the opening d of the cylinder, whereby the correspondingly greater 'quantity of air required .for starting may enter the working chamber without throttling. As soon. now, as'thls compressed air starts the engine, the fuel is admitted-to the injector and after theresulting ignition. the injector' shell F is ro. tated to bring the. smaller opening f which is more suitable for the necessary spraying ofthe fuel, into register with the passage d'. In this waythe injector device servsa-lso as a starting means.

In Fig. 3 is illustrated a form of the invention in which a plurality of fuelsupply` ing devices (two in this instance) are employed for the purpose of obtaining a better mixture of air and fuel, these various Vfuelsupplying devices, howe\er being controlled In this example, F are the injector devices, and E is. the-compressed air inlet'valve, which is actuated by the rod c from the cam H. Upon the opening of the valve E, the compressed air can passlhrongh the pipe I to both injectordevices' and blow the fuel from the chambers i', through the passages '2 into the working chamber, which will take-place sinmltaneously and under similar conditions :u both injectors because of the fact that the air supply for both is controlledV by a valve mechanism common to both injector'devices. Tn the pipe system Imay be placed check valves.

.a compressed air supply a`ndby .means of .closed by the gi 4 Fig. l shows'- a four cylinder machine,-

assumed to be of the tivo-cycle variety. In, this construction ,the fuel' injectors, 4F2 which maybe of the construction and ar- ','rangement represented in Fig. -'1, are supplied with compressed air at the propertimes by the following means; An airfchest, Q

Y, communicates bu system of pipes, I,- I', et' with the 'iir-Y jectors F2., F2, etc., said pipes terminating n1 ports k, which are alternately opened and an 'eccentric, cylinderjengme.; 'The parts aresoarranged that theresp'ective ports are opened at theniomentlofthe corresponding compressions in h theindividual.'A cylinders AThe slide -valve'as showninFig.-4, and particularly in Fig. 4 isiope'n interiorly'so as to permit the .passage of thecompressfedlair thereto.

. It willibel'noted'that,"underlzthe.arrangev means `of a pipe, c, withf de-valve, E2, actuated from.

naar idfrigftheparsfa ef the Aair-chest ,Vrareopened'in pairs, so that' two alternate engine cylinders of' the four-cylinder'- machine .are simultaneously supplied with fuel at each stroke of the valve'. These engines,

representedin Fig. 4, are two-cycle engines. .The llquid fuel is fed -to the fuel injector in the usual way, that is to say,- periodically and under sutiicient pressure to enter. the chamber z', where it remainsluntil forced out' 'by the compressed air and somewhat'in'advance of t-htime when the compressed air i valve admitting the compressed air to' the linjector is op'ene In Figs, 5 and 6 is shownai four cylinder engine, whose injectors are indicatedat F3, each of which is in communication with its own air inlet valve E3 through a pipe system It. These valves-,E3, as shown, are seated in the outer periphery of the ring or annular air chest, V', which annular air chest is in communication with a compressed `air supply by means 4of a pipe, ;zf', forexamplef- The valves, E3, are normally closed down on their seats, thereby cutting off the' communication between the air chest, Y', and the pipes I24 and hence the injectors, F?. They are caused to rise seriatzmfrom'thir seats in .the valve casings by a camL, keyed to shaft, L, actuated 'by gearing L2, deriving vits motion from the .main shaft of the multiple engine, as shown. If`now, the cranks of the individual cylinders are displaced for example, by 180 (in 4 cycle operation) then the air valves E3 are arranged around the control shaft L at 90 apart, whereby again it becomes possible to control the supply of fuel to all cylinders with one cam device. The cam shaft for this purpose is geared up 'so as to rotate atene-half the angular speed of the crank shaft. f.

HavingA thus fully described my .invention, what Lelaim as new anddesire to se-- is@ i ber.

cure by Letters-Patent of the United States2 1s l. In an internal combustion engine, the combination, with afviforking chamber, an air and fuel mixingli'iinber communicating with said Working. chamber; a second independent and removable air and -fuel mixing chamber, arranged outside the.' Working chamber, and a .communication between said removable air and fuelmixing chamber and the working chamber7 of devices for injecting fuel and compressed air into t-hemixing chambers, and means independent of the Working parts of the engine `for cutting ofi1 the communication between the removable mixing chamber and the working cham- Q. In an internal combustion engine, the combination With a Workingchamber, and a. plurality of independent removable fuel injector devices, each injector device comprising Ia fuel receptacle, and a fuel and a compressed air duct, and provided with means for cutting said injector devices off from -communication with the Working Chamber. y

' 3. In an .internal combustion engine, a working chamber having an inlet .duct for tlfe. injection offuel, in combinationV vvith.'

a fuel injector device adapted to communicate with said working chamber through said duct, said fuel injectordevice comprising an outer casing and a rotatable shell arranged within the same, said shell beingprovided with a plurality of ducts of different sizes each of which vis adapted to register with the inlet duct of the Working chamber.

,4. In an internal combustion engine, a V

Working chamber having an inlet duct for the injection of fuel, in combination with a fuel injector device adapted to communicate -with said working chamber through said duct, said fuel injector device comprising an outer casing and a rota-table shell arranged Within the same, said shell being provided with a plurality of ducts of different sizes each of which is adapted to register With the inlet duct of the Working chamber, and

means for supplying compressed air to said Copies of this patent may be obtained for five cents each, by addressing Washington, D. C.

the Commissioner of Patents, 

